Locomotive brake



(No Model.) .3.Sheets-Sheet 1..

- .G. H. POOR.

LOGOMOTIVE BRAKE.

Patented May 12, 1885.

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' (No Model.) -3Sheets--Sheet 2.

G. H. POOR..

L OGOMOTIVE BRAKE.

Patented May 12,- 1885..

N, PETERS. Pholoulhognphar, Wnhinglon. D) C.

(No Model.) 3 Sheets-Sheet 3.

. G.H.POOR.

LOGOMOTIVE BRAKE. No. 317,571. Patented May 12 1885.

N4 PETERS, Ptwmmhu rn hm. Washington D. c

UNITED STATES PATENT OFFICE.

GEORGE H. POOR, OF ST. LOUIS, MISSOURI, ASSIGNOR TO THE AMERICAN BRAKECOMPANY, OF SAME PLACE.

LOCOMOTIVE-BRAKE.

SPECIFICATION forming part of Letters Patent No. 317,571, dated May 12,1885.

Application filed July 28, 1884. (X model.)

To aZZ whom it may concern.-

Be it known that I, GEORGE H. Book, a citizen of the United States,residing at St. Louis, in the State of Missouri, have invented certainnew and useful Improvements in L0- comotive-Brakes; and I hereby declarethe following to be a full, clear, and exact description of the same,reference being bad to the accompanying drawings, wherein- Figure l is aside elevation, partly in section, of a horizontal cylinder,brake-heads, &e., embodying my invention. Fig. 2 is a longitudinalcentral section of the cylinder. Fig. 3 is an end View ofthe same. Fig.4 is a 1 longitudinal central section of one of the pistons and itsrings and follower. Fig. 5 is an end view of the same. Fig. 6 is adetached view of the piston-rod and push-bar. Fig. 7 is a modificationthereof, showing a bend in the piston, and adapted for use where thecylinder cannot be. properly aligned with the brake-heads. Fig. 8 is asectional view of a drip-valve for the cylinder. Fig. 9 is an end orbottom view of the same. Fig. 10 is a view similar to Fig. 1, showing amodified manner of pivoting the hangers to the brakehead.

Like letters refer to like parts wherever they occur.

My invention relates to the construction and arrangement of that classof brakes which are applied to the drive-wheels of locomotives; and ithas for its object, first, such an arrangement of the hangers andbrake-heads as will enable them to be applied to the best advantagewhere the distance between the drivers is considerable, or there areobstructions in the way of the hangers when pivoted on the bracket whichsupports the cylinder, for which purpose I employ channel-plates orangle-iron brackets secured to the locomotiveframe, pivoting thereon thehangers by which the brakeheads are suspended.

Another object I have in view is to com- 5 pensate for the lost motionand permit of an adjustment between the push-bar and piston,

for which purpose I provide a socket in the end of the push-bar for thereception of the end of the piston-rod, wherein liners may be inserted,and with which a setscrew or other holding device may be used to connectthe parts.

There are a number of other features, main- 1y those of specialconstruction, having practical value in this class of devices, whichwill 5 5 appear more fully hereinafter.

I will now proceed to describe my invention more specifically, so thatothers skilled in the art to which it appertains may apply the same.

In the drawings, A A represent the wheels, between which the brakes aresuspended, and to which they are to be applied; B B, thelocomotive-frame, which affords the means for supporting the brakes. Atsuitable points, either upon or between the frames B B, are secured theplates to which the hangers are pivoted, the points being determined bythe distance between the wheels A A or the pres ence or absence ofobstructions on the frames B B. These hanger-supports may be eitherchannel-plates C C, extending from the upper to the lower frame andbolted thereto, as shown'in Fig. 1, or angle-irons C, mounted onthelower frame, (see Fig. 10,) and provided with bosses or lugs, 0, uponwhich the hangers are pivoted. This construction permits the points ofsuspension of the brakeheads to be adapted to circumstances, so as tomeet the requirements of any existing constructions in locomotives.

D D indicate the hangers for the brakeheads, pivoted on the bosses c ofthe hangerplates C above and to the brake-heads E E below. 8 5

Secured to the frame B at a point midway between the wheels is anangle-iron bracket or flanged plate, F, for the support of the cylinderG, &c., by means of which the brakes are applied. The cylinder G is openat both 0 ends, or devoid of heads, and is cast or otherwise formed witha tangential flange, g, at its middle for securing it to the bracket F,a lip, g, for bracing it against the frame B of the locomotive, and arib, g and fillets g, 5 for strengthening the flange g. On the innersurface of the cylinder G, near the ends thereof, are circular groovesor channels 9, which gather any water of condensation which takes placein the outer ends of the cylinder, which moisture ,is. aklowedj toescape through the channels 1!), which may be made in projections G onthe lower outer surface of the cylinder.

In order to discharge the water of condensation from the cylinderbetween the pistons, the cylinder is provided at the middle and on itslowest side with a port controlled by an automatic drip-valve, H. Thedrip-valve H has a cylindrical shell, h, threaded above, so as to bescrewed into the port of the cylinder, and below so as to receive ashort pipe, which will. carry the drip beyond the rail and prevent itfrom falling thereon. Arranged to seat on the upper end ofshell h is thevalve 71., having a stem, hiwhich projects centrally through the shell,and is secured by a cotter, it. in the shell and acting 011 the valve h,the stem h of which it surrounds, is a helical or coiled spring, h,which acts on the valve so as to force it off its seat when the valve isre lieved of the pressure of steam in cylinder G. The stem h is of suchdiameter as to leave a passage through the shell for water from cylinderG, and the lower end of the shell can have a series of V-shaped slots oropenings, If, for like purposes. The stem h just below the valve 72, isprovided with radial wings 71 which serve to center the valve and itsstem with the shell without obstructing the flow of the discharge orwater of condensation.

I indicates the supply-pipe through which steam or air to operate thepistons isadmitted.

K indicates the pistons, two of which are employed. These pistons arehollow cylinders,

open at one end and as shown in the drawings, and having therein a cupor ball socket, 70, for

the reception of one end of the piston-rod L. These pistons are providedat their inner ends with ringgrooves for the packing -rings 7s, and afollower, 75", for securing the packingrings. The inner face of eachpiston, or that face against which the steam acts, is provided with atruncated conical projection, 7c, which prevents the pistons fromcoming. in contact, except at those points, and thus preserves asteamway and a channel for the escape of the water of condensation.

L indicates the piston-rods, having at their inner ends rounded surfacesto form, with the cups k of the pistons, a species of ball-andsocketjoint, which will permit of the lateral motion or play of thepiston-rods to compensate for the spring of the brake-head. The outerends of the pistons L enter sockets in the push-bars M.

M indicates the puslrbar, which has asocket, m, at one end for thereception of the outer end of the piston-rod, and a set-screw, m, forconnecting-the push-bar to the piston. a indicates liners, which may beinserted between the bottom of socket in andthe end of pistonrod L, toincrease or decrease the reach of the combined piston-rod and push-bar,as circumstances may require.

* togthe brake-head E, as at n, and is provided The push-bar ispivoted;

an angle to the puslrbar as shall bring it on a line parallel with atangent of the'drive-wheel, so that the set-screw m of the toe will beeffective to properly set. the brake-head, with its shoe, up to theperiphery of the drivewheel.

In some instances it will be found impracticable to so set thehorizontal cylinder G that its axis will be in line with the brake-headsor in line with the axis of the push-bar M, in which case an elbow orbend, 0, may be formed in the piston-rod, as shown in Fig. 7, to cornpensate therefor.

The devices, being substantially of the character specified, willoperate as follows: Steam being admitted to the horizontal cylinder Gthrough pipe I, first forces the drip valve it down on its seat, andthen, acting on the heads of the pistons, forces them apart, carryingout thepush-bars M and forcing the brake-heads E against the drivers.Asthe brake-heads E move in the arc of a circle or in a curved path, theinner end of the piston-rod rocks in its cup or socket, so as tomaintain the direct line of pressure, and as the toe of the push-bar isparallel to a tangent drawn from the periphery of the wheel, if thebrake-head has been properly adjusted (by means of set-screw on) theshoe will be applied to the periphery of the wheel at all points withuniform power.

Vhen the steam-pressure is withdrawn from cylinder G, or sufficientlyreduced therein to allow the spring h of the drip-valve to operate, thevalve h will be lifted off its seat, thus opening an exhaust for anysteam which may remain between the pistons, and also a drip or escapefor any water of condensation. ixs the pistons move toward each otherthe faces of stead of escaping therefrom at the most depend.

ent portion andfalling upon the track, will gather in the grooves orchannels 9, and escape by channels 9 so as to fall clear of the rails.

By employing the channel-plates C C or air gle-irons O O and bolting orotherwise securing them either between the frames 13 B or on the lowerframe 13, the pivot of the hanger can be so placed with relation to thewheel and the brake-head that the path of the brake-head will have theminimum curve, and thus enable the power to be applied from the cylinderG to the very best advantage.

I do not herein claim the construction of the cylinder and pistons, asthe same forms the subject-matter of an application filed December9,1884, Serial No. 149,873,: neither do I herein claim the means forrelieving-the cylinder of the water of condensation, as the IIO sameforms the subject-matter of another application filed December 9, 1884,Serial No. 149,867 but,

Having thus set forth the nature,advantages, and operation of myinvention, what I claim, and desire to secure by Letters Patent, is-- 1.In a locomotive-brake, the combination, with a horizontal cylinder,direct-acting pushbars, and brake-heads actuated thereby, all arrangedbetween the drive-wheels,of the independent channel-plates orangle-irons secured to the locomotive-frame and the hangers forsuspending the brake-heads therefrom, substantially as and for thepurposes specified.

2. In a locomotive-brake, the combination, with the piston-rod whichactuates the brakehead, of a push-bar havinga socket for the receptionof the pistourod, substantially as and for the purposes specified.

3. In a locomotive-brake, the combination, with the piston-rod whichactuates the brakehead, of a push-bar having a socket for the receptionof the end of the push-rod, and a liner or liners interposed between theend of the piston-rod and the bottom of the socket of the push-bar,substantially as and for the purposes specified.

4. In a locomotive-brake, the combination, with a suspended brake-head,of a horizontal cylinder having a piston with a cup or socket for thereception of the end of the piston-rod, a piston-rod having a round orball end to form a ball-socket joint with the piston of the cylinder,and an adjustable push'bar, substantially as and for the purposesspecified.

5. In a locomotive-brake, the combination,

with a brake-head and a horizontal cylinder for operating the same, ofan interposed rod having a curve or bend to compensate for lack ofalignment between the cylinder and brakehead, substantially as and forthe purposes specified.

6. A push-bar for locomotive-brakes having at one end a socket for thepiston-rod and at the opposite end a toe or oblique projection for abrake-head adj usting-screw, substantially as and for the purposesspecified.

In testimony whereof I affix my signature, in presenceof two witnesses,this 23d day of July, 1884.

. GEORGE H. POOR.

Witnesses:

ALBERT BLAIR, E. B. LEIGH.

